3Around the worksite#

3.4Road Closures#

Replace the dot point:

• if the worksite blocks a side road a detour should be provided (see Section 3.8)

with the following:

• not all road closures will require a detour route to be installed, Section 3.8 includes the requirements and considerations when signing a detour route and the parameters for determining the need for signing a detour route.

Added guidance for determining the need for and the signing requirements for detours.

TTM working group and the LGTTM working group have both raised concerns regarding the current perception that a DETOUR is a mandatory requirement when a road is closed regardless of that closed road's function.

Current practice is when road is closed to automatically provide and sign a detour route (also for just one direction of a two-way road being closed). Even for a minor local street with an obvious alternative and detour signs required on a major through road.

This change provides guidelines around the use of detours and establishes some principles requiring a detour be signed (and when a detour may be left unsigned).

Added reference to information for diversion route signing.

3.8Design and Traffic Management#

The need for a detour route should be considered for all road closures The following additional guidance is provided for determining the need for and signing detours (also see Section 3.8.1 for information on designing and signing a detour).

Detour routes may not be required for short road closures of local streets in a simple grid network or for side road closures of minor roads when an alternative route is available and obvious. When closing a road and determining the need for a detour route the TMD must consider several factors including:

1. 1.The need for a detour is primarily dependent on:
2. a.the type of road being closed
3. b.the types of road users impacted by the closure, and
4. c.the surrounding road network (availability and suitability of a detour route).
5. 2.Other factors include consideration of the following:
6. a.the length of the closure (both in terms of time frame and the overall length of the road section being closed)
7. b.the length or complexity of any potential detour routes
8. c.the surrounding road network and the ease to which the typical road user may locate a suitable alternative route without the need to fully or partially sign a detour route

• d. the risks versus benefits associated with installing the signs for a detour route, and
• e. the potential confusion for road users who encounter the signs for a detour route but are not impacted by or aware of the road closure requiring a detour (especially relevant when closing a local street and using a higher order road as part of the detour route).

In addition to the above, detour routes should be provided when closing major links such as tunnels or bridges or arterial roads, and the following options for detour routes and signs for these links should be considered:

1. 3.Fully sign the closure and the various detour routes based on likely destinations to be sought by road users.
2. 4.Fully sign the closure and allow road users to use the existing current signage if adequate to direct them to their chosen destinations.
3. 5.Fully sign the closure and provide some VMS signs near the closure but allow road users to use the existing current signage if adequate to direct them to their chosen destinations.
4. 6.Fully sign the closure and provide some VMS signs near the closure and some additional VMS or other direction signs at key decision points along the various detour routes to supplement the existing current signage to direct road users to their chosen destinations.

When closing major links such as tunnels or bridges or arterial roads, advance warning of the closure at a point where drivers can easily choose an alternative route should be provided.

For closures and detour routes that are to be in place for an extended period or are frequently used, the use of a diversion route signing approach as per TRUM Volume 3 Part 9 may be considered. The diversion route signing approach may also be considered for short term detours or to provide clarity where multiple different detour routes exist or overlap.

3.10Vulnerable Road Users#

3.10.1Pedestrians#

Replace the two dot points:

• Desirably, if footpaths or pedestrian crossings have been partially closed or temporarily relocated, a temporary footpath should be provided with minimum width of 1.8 m to allow for all pedestrians including those with mobility aids or on the same scale and to the same width as any facilities for pedestrian that existed prior to the works. This width should also be applied to any temporary ramps (e.g. kerb ramps). If these widths are not practicable, alternative routes must be provided with a firm smooth surface and no trip hazards in the following order of preference:
• 1 on the side of a road reserve away from traffic
• between the work area and road but not in a traffic lane
• onto the road either in a lane used for parking or a delineated and protected section of an existing traffic lane
• across the road to a footpath on the opposite side with delineation at crossing points and kerb ramps. Consideration is required for persons with impaired vision, mobility, hearing or cognitive limitations. Only use this option if an appropriate crossing facility can be provided (see Austroads Pedestrian Facility Selection Tool).
• a traffic controller to safely guide pedestrians around the operation. Only use this option if there is no safe temporary path available.
• Appropriate surfacing must be provided for prams, strollers, wheelchairs or any other mobility aids.

With these three dot points:

• Desirably, if footpaths or pedestrian crossings have been partially closed or temporarily relocated, a temporary footpath should be provided with minimum width of 1.8 m to allow for all pedestrians including those with mobility aids or on the same scale and to the same width as any facilities for pedestrian that existed prior to the works. This width should also be applied to any temporary ramps (e.g. kerb ramps). At localised constraints an absolute minimum width of 1m may be provided, where opposing pedestrian are able to recognise the short constraint and pass at wider areas. If these widths are not practicable, alternative routes should be provided in the following order of preference:
• 1 on the side of a road reserve away from traffic
• between the work area and road but not in a traffic lane
• onto the road either in a lane used for parking or a delineated and protected section of an existing traffic lane
• across the road to a footpath on the opposite side with delineation at crossing points and kerb ramps. Consideration is required for persons with impaired vision, mobility, hearing or cognitive limitations. Only use this option if an appropriate crossing facility can be provided (see Austroads Pedestrian Facility Selection Tool).
• a traffic controller to safely guide pedestrians around the operation. Only use this option if there is no safe temporary path available.
• Appropriate surfacing with a firm even surface and no trip hazards should be provided to footpaths or alternative routes to cater for prams, strollers, wheelchairs or any other mobility aids. Surfacing should be no worse than the existing path and should be suitable for use in all weather conditions and should not deteriorate or form ruts or be damaged from repeated use.
• The length of time a temporary footpath is required, would also need to be considered when selecting an alternative route and surface type.

Where pedestrians with vision impairment are expected or existing signs with tactile elements are provided at a location or in an area, refer to AS 1428.4.2 for consideration of tactile requirements for any temporary signs required.

Drawings from the original pages

p. 55p. 55